In-flight refueling system, damping device and method for damping oscillations in in-flight refueling system components

ABSTRACT

An in-flight refueling system, damping device and method are provided for substantially reversing a change in the disposition of an elongate hose extending from a first aircraft during an in-flight refueling operation. The various embodiments of the present invention provide a compact, lightweight, and easily installed damping device that may act to minimize the occurrence of oscillations within the elongate hose that may act to produce a change in the disposition of the elongate hose. In addition, the embodiments of the present invention facilitate the detuning of the elongate hose and, for instance, an attached drogue that may oscillate uncontrollably at a resonant frequency in response to aerodynamic forces exerted on the hose and drogue during an in-flight refueling operation.

FIELD OF THE INVENTION

The present invention relates generally to in-flight refueling of amanned or unmanned aircraft using a probe and drogue in-flight refuelingsystem, and specifically, providing a damping device for dampingoscillatory motion in an elongate hose trailing from a first aircraft aspart of an in-flight refueling operation. More particularly the presentinvention relates to the movement and deployment of a damping devicealong the elongate hose so as to reduce and/or minimize oscillations inthe elongate hose.

BACKGROUND OF THE INVENTION

In-flight refueling (or air-to-air refueling) is an important method forextending the range of both manned and unmanned aircraft traveling longdistances over areas having no feasible landing or refueling points.Although in-flight refueling is a relatively common operation,especially for military aircraft, the passage of large amounts of fuelbetween a first aircraft (the tanker aircraft, for instance) and asecond aircraft (the receiver aircraft, for instance) during anin-flight refueling operation may create a potentially dangeroussituation, especially if components of the in-flight refueling systemare allowed to move or oscillate in an uncontrolled manner. In addition,the close proximity of the first aircraft and the second aircraft duringan in-flight refueling operation may create the danger of a mid-aircollision between the aircraft. Such a danger may be increased if acomponent of an in-flight refueling system extending from the firstaircraft is allowed to oscillate or move in an erratic manner relativeto the first aircraft.

One conventional system for in-flight refueling is the probe and droguein-flight refueling system wherein the first aircraft may extend anelongate flexible hose having an end attached to a drogue such that thesecond aircraft, having a refueling probe extending therefrom, mayengage the drogue while in flight in order to initiate the transfer offuel. An operator of the second aircraft is responsible for maneuveringthe second aircraft such that the refueling probe extending therefrommay enter and engage the drogue. According to some conventional probeand drogue in-flight refueling systems, the engagement of the refuelingprobe with the drogue is accomplished as the second aircraft carefullyaccelerates with respect to the trailing drogue. The drogue may include,for instance, a catch mechanism for securing the refueling probe withinthe drogue so that the refueling probe may be securely fastened withinthe drogue during the transfer of fuel.

The elongate hose extending from the first aircraft may trail directlyaft and below a fuselage of the first aircraft, or, in some instances,it may trail directly aft and below a refueling pod that may be carriedby the first aircraft on, for instance, a wing hardpoint. In both ofthese cases, the elongate hose may be exposed to high wind speeds as itis trailed behind the first aircraft. For instance, the first aircraftmay travel at speeds between about 180 and 400 knots during aconventional in-flight refueling operation. During an in-flightrefueling operation using a probe and drogue in-flight refueling system,the elongate hose may trail aft and below the first aircraft in a stablearc such that the drogue operably engaged with the end of the elongatehose may be held in a relatively stable position relative to the firstaircraft. In such cases, an operator of the second aircraft may positionthe second aircraft such that a refueling probe extending therefrom mayengage the relatively stable drogue.

As in all mechanical systems, however, the elongate hose and attacheddrogue may experience oscillatory vibrations in response to appliedforces (such as for instance, wind). In some cases, the elongate hose(and attached drogue) may begin to oscillate uncontrollably (at forinstance, a resonance frequency) with respect to the first aircraft suchthat the drogue may move in an erratic pattern with respect to the firstaircraft such that it may become difficult for an operator of the secondaircraft to maneuver the second aircraft such that the refueling probeextending therefrom may be engaged with the drogue. In such cases, theelongate hose, may, for instance, rise into an upward arc relative tothe first aircraft and/or oscillate relative to the first aircraft. Suchmotion may not only make the in-flight refueling operation difficult butalso endanger both the first and second aircraft if the motion becomesextreme. The safety of the crews that may operate the first and secondaircraft may be in danger if the elongate hose and attached drogue beginto impact the control surfaces or other structural components of thefirst or second aircraft.

In such cases, conventional probe and drogue in-flight refueling systemsmay provide an elongate hose “take-up” system disposed, for instance, inthe fuselage of the first aircraft, for stabilizing the hose withrespect to the first aircraft. More particularly, the “take up” systemmay act to take up excess slack in the elongate hose in order to shortenthe extension of the elongate hose in an attempt to dampen theoscillation of the elongate hose. If such a “take-up” system is used,however, the elongate hose may be drawn away from the second aircraftsuch that the in-flight refueling operation must be restarted whereinthe first aircraft must re-extend the elongate hose and the secondaircraft must re-position itself relative to the elongate hose anddrogue attached to an end thereof. Additionally, simply taking up slackin the hose may not ensure that the oscillations in the elongate hosewill not reappear when the elongate hose is re-extended. Additionally,suspending the in-flight refueling operation in order to retract andre-extend the elongate hose may be disadvantageous especially in caseswherein the second aircraft is carrying only a minimal amount of fueland is therefore in need of an expeditious in-flight refueling contact.

Conventional probe and drogue in-flight refueling systems may alsoprovide a guillotine system for cutting and jettisoning the elongatehose should oscillations or movement of the elongate hose and attacheddrogue become erratic enough so as to endanger the operators and/orother crew of either the first or second aircraft. However, it isundesirable to jettison the elongate hose and attached drogue as thefirst aircraft must cease in-flight refueling operations and return toan airfield for costly and complex repairs to the in-flight refuelingsystem.

Thus, it would be advantageous to provide an alternative in-flightrefueling system, damping device, and method for damping oscillations orchanges in the disposition of the elongate hose and attached drogue thatmay occur during an in-flight refueling operation. In addition, it wouldbe advantageous to provide a damping device that may ordinarily betransparent to operators of the first and second aircraft and that mayinteract with the elongate hose only when needed to dampen oscillationsor reverse a change in disposition of the elongate hose. Also, it wouldbe advantageous to provide a damping device that is simple, lightweight,and compact enough to be stored within existing in-flight refuelingsystem pods or within a fuselage of the first aircraft without the needto modify existing in-flight refueling system components.

Therefore, there exists a need for an in-flight refueling system,damping device, and method for damping oscillations and preventingchanges in disposition that may occur in probe and drogue in-flightrefueling system components, such as for instance, an elongate hosetrailing aft and below a first aircraft (serving as, for instance, atanker aircraft). More particularly, there exists a need for alightweight, compact, and easily installed damping device that mayadvance along a length of the elongate hose and deploy so as to reversea change in the disposition of the elongate hose (such as an harmonicoscillation) by exerting lift and/or drag forces on the elongate hose soas to dampen oscillation or reverse the change in disposition.

SUMMARY OF THE INVENTION

The embodiments of the present invention satisfy the needs listed aboveand provide other advantages as described below. The in-flight refuelingsystem, according to one embodiment, comprises: a tanker aircraft; anelongate hose having a first end carried by the tanker aircraft and anopposing second end configured to extend from the tanker aircraft; and adamping device engaged with the elongate hose and configured to advancealong the elongate hose in response to a change in disposition (such asan upward movement) of the elongate hose. Furthermore, the dampingdevice may be further configured to be deployed upon advancing along theelongate hose, such that the deployed damping device may be furtherconfigured to substantially reverse the change in disposition of theelongate hose. As such, the in-flight refueling system of the presentinvention may be configured to reduce oscillation or changes in thedisposition of the elongate hose.

According to other embodiments, in-flight refueling system and dampingdevice of the present invention may be further configured such that thedeployed damping device may exert a lifting force and/or a drag force onthe elongate hose. In some advantageous embodiments, the damping devicemay further comprise a roller bearing device operably engaged with theelongate hose and configured to advance along the elongate hose inresponse to a change in disposition of the elongate hose. Furthermore,the damping device may also comprise an airfoil device operably engagedwith the roller bearing device configured to outwardly extend withrespect to the elongate hose as the roller bearing device advances alongthe elongate hose. In other embodiments, the damping device may furthercomprise a gearing device disposed between the roller bearing device andthe airfoil device wherein the gearing device is configured to outwardlyextend the airfoil device with respect to the elongate hose as theroller bearing device advances toward the first end of the elongatehose.

The embodiments of the present invention also provide a method forfacilitating the stabilization of an elongate hose having a first endcarried by a tanker aircraft and an opposing second end configured toextend from the tanker aircraft. In some embodiments, the method maycomprise the steps of: advancing a damping device along the elongatehose in response to a change in disposition of the elongate hose; anddeploying the damping device upon advancing along the elongate hose soas to substantially reverse the change in disposition of the elongatehose. The method of the present invention may, in some embodiments,further comprise synchronizing the advancing and deploying steps suchthat the damping device is deployed in a linear relationship to theadvance of the damping device along the elongate hose. According to someembodiments, the deploying step of the method of the present inventionmay further comprise outwardly extending the damping device with respectto the elongate hose as the damping device advances along the elongatehose so as to exert a lift and/or drag force on the elongate hose.

Thus the various embodiments of the in-flight refueling system, dampingdevice, and method of the present invention provide many advantages thatmay include, but are not limited to: providing an in-flight refuelingsystem that may be responsive to a change in disposition of an end ofthe elongate hose trailing from a first aircraft during an in-flightrefueling operation so as to reverse the change in disposition withoutthe need to retract the elongate hose into a pod or a fuselage of thefirst aircraft, providing a lift or drag force on the elongate hose soas to detune the elongate hose and attached drogue from a resonantoscillation that may occur due to wind forces or other aerodynamicforces exerted on the elongate hose and drogue, and providing a dampingdevice capable of advancing along the elongate hose so as to reversechanges in the disposition of the elongate hose wherein the dampingdevice is compact, lightweight, and capable of being easily stored inexisting in-flight refueling system pods or in a fuselage of the firstaircraft.

These advantages and others that will be evident to those skilled in theart are provided in the in-flight refueling system, damping device, andmethod of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

Having thus described the invention in general terms, reference will nowbe made to the accompanying drawings, which are not necessarily drawn toscale, and wherein:

FIG. 1 shows a probe and drogue in-flight refueling system according toone embodiment of the present invention including a damping deviceoperably engaged with an elongate hose;

FIG. 2 shows a side view of the damping device according to oneembodiment of the present invention;

FIG. 3 shows an elongate hose and attached drogue as part of a probe anddrogue in-flight refueling system according to one embodiment of thepresent invention wherein the damping device is advanced along theelongate hose and consequently deployed so as to reverse an upwardchange in disposition of the elongate hose;

FIG. 4 shows a side view of the damping device according to oneembodiment of the present invention wherein the damping device isdeployed with respect to the elongate hose;

FIG. 5 shows a front view of the damping device according to oneembodiment of the present invention wherein the damping device isdeployed so as to exert a lifting force on the elongate hose; and

FIG. 6 shows a front view of the damping device according to oneembodiment of the present invention wherein the damping device isdeployed so as to exert a drag force on the elongate hose.

DETAILED DESCRIPTION OF THE INVENTION

The present inventions now will be described more fully hereinafter withreference to the accompanying drawings, in which some, but not allembodiments of the invention are shown. Indeed, these inventions may beembodied in many different forms and should not be construed as limitedto the embodiments set forth herein; rather, these embodiments areprovided so that this disclosure will satisfy applicable legalrequirements. Like numbers refer to like elements throughout.

FIG. 1 shows an in-flight refueling system according to one embodimentof the present invention including a tanker aircraft 110 and an elongatehose 114 extending therefrom. The elongate hose 114 comprises a firstend (not shown) that is carried by the tanker aircraft 110 and may beoperably engaged with a fuel reservoir located within a fuselage, wingstructure, or other internal compartment within the tanker aircraft 110.In some embodiments, the first end of the elongate hose 114 may furtherbe operably engaged with a refueling pod (not shown) that may beconfigured to be carried by a hardpoint located, for instance, on anoutboard portion of a wing of the tanker aircraft 110. Furthermore, theelongate hose 114 may be configured to be capable of taken up from anextended position and rolled up on, for instance, a rotating drumassembly that may be disposed within a fuselage of the tanker aircraft110 or within a refueling pod carried on a wing hardpoint of the tankeraircraft 110. Also shown in FIG. 1 is the second end of the elongatehose 114 extending aft and below the tanker aircraft 110 and operablyengaged with a drogue 118. The elongate hose 114 and drogue 118 attachedthereto are thus positioned so as to be capable of being engaged by, forinstance, a refueling probe, carried by a second aircraft (not shown)which may approach the tanker aircraft 110 from the aft and below aspart of an in-flight refueling operation.

FIG. 1 also shows a damping device 150 according to one embodiment ofthe present invention, operably engaged with the elongate hose 114. Inthe depicted embodiment, the damping device 150 is shown hanging fromthe elongate hose via a roller bearing device 130 although the dampingdevice 150 may, in some embodiments, be capable of operably engaging theelongate hose 114 in other dispositions, such as, for instance beingpositioned above the elongate hose on the roller bearing device 130. Thedamping device 150 is configured to be capable of advancing along theelongate hose 114 in response to a change in disposition of the elongatehose 114. For instance, if the second end of the elongate hose(connected to the drogue 118) rises due to an oscillation in theelongate hose 114, the damping device 150 may, by the force of gravity,for instance, roll down the elongate hose 114 (via, for instance, theroller bearing device 130) towards to the tanker aircraft 110 (asdescribed more fully below, and shown generally in FIG. 3).Additionally, the damping device 150 may be further configured to bedeployed upon advancing along the elongate hose 114, such that thedeployed damping device 150 may be configured to substantially reversethe change in disposition of the elongate hose 114. For example, asdescribed in detail below, and as shown in FIGS. 3 and 4, the dampingdevice may extend an airfoil device 125 outwardly from the elongate hose114 in conjunction with its advance along the elongate hose so as toexert a lifting force or, alternatively, a drag force, on the elongatehose 114 so as to substantially reverse the change in disposition of theelongate hose 114 (such as, for instance, an undesirable oscillation inthe elongate hose 114) as described in more detail below.

The damping device 150 is further configured to present a relativelycompact cross section (see generally FIG. 5) with respect to theelongate hose 114 so as to allow the damping device to be taken up intoa tunnel 111 defined, for instance, in the fuselage of the tankeraircraft 110 or in a refueling pod carried thereby. In conventionalprobe and drogue in-flight refueling systems, the drogue 118 and aproximally located buffer spring 117 are configured to be capable ofbeing withdrawn within the tunnel 111 as the elongate hose 114 is takenup (onto a drum assembly, for instance) into the fuselage of the tankeraircraft 110 or into a refueling pod carried thereby. Thus, according toembodiments of the present invention, the damping device 150 isconfigured to be positioned in a neutral position proximal to the bufferspring 117 (as shown in FIG. 1). The neutral position may be defined asa position just proximal to the buffer spring 117 (near the drogue 118,as shown in FIG. 1). The damping device 150 may also be configured tohave a small cross section (such as, for instance, a cross-section notsubstantially larger than the cross section of the elongate hose 114 (asshown in FIG. 5)) and relatively light weight so as to be capable ofbeing drawn into the tunnel 111 defined in existing tanker aircraft 110and/or refueling pods designed to be carried thereby. Thus, the dampingdevice 150 may be stowed with the drogue 118 and the buffer spring 117in the tunnel 111 when not extended and in use as part of an in-flightrefueling operation. In addition, the cross-section of the dampingdevice 150 is configured to produce a reduced amount of drag or otheraerodynamic disturbance near the drogue 118 when the elongate hose 114is extended (as shown in FIG. 1) until the damping device 150 isdeployed with respect to the elongate hose 114 (by, for instance, itsforward advance along the elongate hose 114). Upon deployment, thedamping device 150 may extend outward an airfoil device 125 configuredto exert a lift or a drag force to affect the aerodynamic forces exertedon the elongate hose 114.

FIG. 2 shows a detailed side view of the damping device 150 according toone embodiment of the present invention. The damping device 150 includesa roller bearing device 130 configured to be operably engaged with theelongate hose 114 and configured to be capable of advancing along theelongate hose 114 in response to a change in disposition of the elongatehose 114. The damping device also includes an airfoil device 120operably engaged with the roller bearing device 130 and having a controlsurface 125 configured to outwardly extend with respect to the elongatehose 114 as the roller bearing device 130 advances along the elongatehose 114. As shown in FIG. 2, the roller bearing device 130 may includestraps 131 configured to form a frame to substantially surround theelongate hose 114. The frame of the roller bearing device 130 may definecavities or apertures for receiving and retaining a plurality of rollerbearings 135 a, 135 b. 4 As shown in FIGS. 2 and 5, the roller bearingsmay include upper roller bearings 135 a configured to roll along a topsurface of the elongate hose 114 as well as side roller bearings 135 bconfigured to roll along a lower side surface of the elongate hose 114.As shown in FIG. 2, the side roller bearings 135 b and the straps 131configured to retain the side roller bearings 135 b may be positionedsubstantially below a centerline of the elongate hose 114 such that theframe defined by the straps 131 may substantially surround the elongatehose 114 such that the roller bearing device 130 may not be disengagedfrom the elongate hose 114 by, for instance, an oscillation in theelongate hose 114 or a sudden change in orientation of the elongate hose114 with respect to the direction of the force of gravity. In addition,the frame of the roller bearing device 120 may comprise one or moreframe hinges 136 configured to be capable of rotating in response tobends encountered in the elongate hose 114. Thus, according to someadvantageous embodiments, the roller bearing device 120 may thus becapable of bending with the elongate hose 114 such that the dampingdevice 150 may advance along the elongate hose 114 even if the elongatehose 114 is bent (as may be the case when the elongate hose 114 isexperiencing an oscillation brought about by aerodynamic or otherexternal forces).

As shown in FIG. 2, the damping device 150 also comprises an airfoildevice 120 that may be configured to hang from the roller bearing device130. The airfoil device 120 may comprise, for instance, a controlsurface 125, that may be configured to outwardly extend with respect tothe elongate hose 114 as the roller bearing device 130 advances alongthe elongate hose 114 (by, for instance, the force of gravity as theelongate hose 114 rises as part of an oscillation experienced thereby(see generally, FIG. 3)). The airfoil device 120 may comprise a nose121, a deployment hinge 122, body 123, control surface 125, and adeployment pin 126, such that the control surface 125 may rotate aboutthe deployment hinge 122 and deploy outwardly with respect to the nose121 and body 123 of the airfoil device 120. As shown in the side view ofthe damping device 150 in FIG. 2, the airfoil device 120 may hang belowthe elongate hose 114 from extensions of the frame of the roller bearingdevice 130 defined by the straps 131 that are configured tosubstantially surround the elongate hose 114. In addition, the sideroller bearings 135 b of the roller bearing device 130 (which areconfigured to roll along a side surface of the elongate hose 114) may beengaged with gearing devices 137 that may also be attached to the straps131 that define the frame of the roller bearing device 130. The gearingdevices 137 may be attached to the frame via pins, rivets, screws, orother rotatable connectors known to those skilled in the art. Thegearing devices 137 may further be positioned so as to be capable ofengaging the side roller bearings 135 b so that as the side rollerbearings 135 b advance along the elongate hose 114, the side rollerbearings 135 b may engage the gearing devices 137 and cause them torotate with respect to the frame defined by the straps 131 of the rollerbearing device 130. As shown in FIG. 2 the gearing devices 137 may beoperably engaged with control arms 132, 134 that extend therefrom andact to outwardly extend the control surface 125 of the airfoil device120 as the roller bearing device 130 (and the side roller bearings 135 battached thereto) advances along the elongate hose 114.

In the embodiment shown in FIG. 2, the control arms 132, 134 comprise aforward control arm 132 defining a slot 133 therein, and an aft controlarm 134 configured to extend from its respective gearing device 137 andinto engagement with the slot 133 defined in the forward control arm132. The forward control arm is thus configured to extend from itsgearing device 137 and into engagement with the deployment pin 126attached to an inner and aft side of the control surface 125 of theairfoil device 120. Thus, as the forward control arm 132 is rotatedabout its respective gearing device 137 it may exert an outward force(or in the embodiment shown, a downward force, via, for instance, aclockwise rotation imparted by the gearing device 137) on the controlsurface 125 such that the control surface 125 may rotate about thedeployment hinge 122 that attaches the control surface 122 to the nose121 of the airfoil device 120. In some embodiments, the aft control arm134 may also extend from a gearing device 137 such that it engages theslot 133 defined in the forward control arm 132. The aft control arm 134may be operably engaged with its gearing device 137, which may, in turn,be operably engaged with an aft side roller bearing 135 b, so that asthe side roller bearing 135 b advances along the elongate hose 114, thegearing device 137 and the aft control arm 134 extending therefrom mayrotate in a counterclockwise direction so as to exert an outward forceon the slot 133 defined in the forward control arm 132 such that theforward control arm 132 may exert an outward force (or in the embodimentshown, a downward force) on the control surface 125 such that thecontrol surface 125 may rotate about the deployment hinge 122 thatattaches the control surface 122 to the nose 121 of the airfoil device120. Thus, the forward and aft control arms 132, 134 may cooperate so asto outwardly extend the control surface 125 of the airfoil device 120 asthe roller bearing device 130 advances along the elongate hose 114 (seeFIG. 4, showing the airfoil device 120 in the outwardly extendedposition with respect to the elongate hose 114).

One skilled in the art will appreciate that the gearing device 137 fromwhich the forward control arm 132 extends may be configured to impart aclockwise rotation, on the forward control arm 134 (about the gearingdevice 137) as the side roller bearings 135 b advance along the elongatehose 114, in this instance, toward the tanker aircraft 110. Furthermore,an aft gearing device 137 (from which the aft control arm 132 mayextend) may be configured so as to impart a counter-clockwise rotation,on the aft control arm 132 (about the gearing device 137) as the sideroller bearings 135 b advance along the elongate hose 114. Furthermore,the gearing devices 137 (both aft and forward) may be configured toimpart a counter-clockwise and clockwise rotation on the forward and aftcontrol arms 132, 134, respectively, as the side roller bearings 135 broll back to the neutral position (just forward of the buffer spring117) (away from, in this instance, the tanker aircraft 110). Thus, thegearing devices 137 may be configured to actuate the forward and aftcontrol arms 132, 134 such that they may inwardly retract the controlsurface 125 of the airfoil device 120 as it regresses towards the secondend (including the buffer spring 117 and the drogue 118) of the elongatehose 114. In addition, according to some embodiments, only one gearingdevice 137 may be utilized, such that either of the forward control arm132 or the aft control arm 134 is a “follower” arm configured to extendand retract with respect to the actuating action of the complementarycontrol arm operably engaged with a gearing device 137. In addition, aswill be appreciated by one skilled in the art, and as generally shown inFIGS. 5 and 6 a pair of forward and aft control arms 132, 134 may beengaged with the control surface 125 of the airfoil device 120 (via forinstance, the deployment pin 126) and with gearing devices 137 of theroller bearing device 130 on both lateral sides (for instance, a leftside, and a right side, with respect to a cross-section on the elongatehose 114) of the damping device 150.

The gearing device 137 may be composed of a number of materials that maybe suitable for transferring the rotation of the side roller bearings135 b into torque force exerted so as to rotate the control arms 132,134 that may outwardly extend the control surface 125 of the airfoil 120with respect to the elongate hose 114. For example, in some instances,the side roller bearings may comprise toothed elements (such as gears)that may be rotated as the roller bearing device 130 advances along theelongate hose 114. Thus, the gearing device 137 may comprise acomplementary gear configured to operably engage the side rollerbearings 135 b and translate the rotation thereof into a torque force onthe control arms 132, 134 in order to rotate the control arms 132, 134through a range of motion that may be defined, for instance, by the slot133 defined in the forward control arm 132. The gearing devices 137and/or the roller bearings 135 a, 135 b of the damping device 150 (andmore particularly, the roller bearing device 130 thereof) may becomposed of any material suitable for smoothly advancing along theelongate hose 114 and transmitting a rolling action into a torque forceon the control arms 132, 134. For instance, either of the rollerbearings 135 a, 135 b or the gearing devices 137 may be composed oflightweight low-friction polymers (such as PTFE) or a metallic materialsuch as stainless steel. In addition, in some embodiments, the gearingdevices 137 and roller bearings 135 a, 135 b may be composed oflightweight aviation-grade materials such as aluminum, aluminum alloys,and/or carbon fiber composite materials.

According to some embodiments, the gearing devices 137 may be configuredto outwardly extend the control surface 125 of the airfoil device 120(with respect to the elongate hose 114) in a linear relationship to theadvance of the roller bearing device 130 along the elongate hose 114.For example, the gearing device 137 may be adapted to extend the controlsurface 125 (via the forward and aft control arms 132, 134) at a ratethat is linearly related to the advance of the roller bearing device 130along the elongate hose 114. For instance, in some embodiments, thegearing devices 137 may be configured to fully extend the controlsurface 125 after about fifteen feet of travel along the elongate hose114. In addition, in some embodiments, the gearing devices 137 may alsobe configured to be capable of extending the control surface 125 of theairfoil device 120 in a non-linear relationship to the advance of theroller bearing device 130 along the elongate hose 114. For instance, insome embodiments, the control surface 125 may not begin substantiallyoutwardly extending from the airfoil device 120 until the roller bearingdevice 130 has traveled about 10 feet along the elongate hose 114, atwhich time, a further advance of five feet may cause the gearing devices137 of this non-linear embodiment to fully extend the control surface125 during the course of about five feet of additional travel. In otherembodiments, the total length of travel of the roller bearing device 130and the linearity of the relationship between the distance of travel andextension of the control surface 125 may be adjusted so as to tailor theaction of the damping device 150 to various types of oscillations andchanges in disposition that may be observed during an in-flightrefueling operation. One skilled in the art will appreciate that varioustypes of gearing devices 137 may be used to tune and/or adjust theextension of the control surface 125 and the relation of the extensionof the control surface 125 to the advance of the roller bearing device130 along the elongate hose 114.

In some embodiments, the airfoil device 120 may operably engage theroller bearing device 130 in a variety of configurations so as to allowthe control surface 125 of the airfoil 120 to deploy outwardly (withrespect to the elongate hose 114) as the roller bearing device 130advances and/or regresses along the length of the elongate hose 114. Forinstance, as shown in FIG. 2, the airfoil device 120 may hang below theelongate hose 114 from the roller bearing device 130. However, in otherembodiments, the airfoil device 120 may ride above the elongate hose 114or be operably engaged with a lateral side of the elongate hose 114 viathe roller bearing device 130 so as to be capable of extending thecontrol surface 125 with respect to the elongate hose 114 so as to exerta lifting and/or drag force on the elongate hose 114.

Upon outwardly extending with respect to the elongate hose, the controlsurface 125 of the airfoil 120 may act, for instance, as a flap device,so as to impart an increased lifting force on the elongate hose 114. Forinstance, as the control surface is lowered (see FIG. 4) the velocity ofthe airflow above the nose 121 and body 123 of the airfoil device 120will be greater than the velocity of the airflow below the deployedcontrol surface 125 of the airfoil device 120 such that a lifting forcewill be generated on the airfoil device 120 causing the airfoil device120 (operably engaged with the elongate hose 114 via the roller bearingdevice 130) to impart a lifting force on the elongate hose 114. Oneskilled in the art will appreciate that such a lifting force may begenerated by a velocity differential in the airflow below and above anairfoil (such as the airfoil device 120) due to a phenomenon known asthe Bernoulli effect. In addition, in some embodiments (as showngenerally in FIG. 6), the control surface 120 may be configured todefine a plurality of apertures 610 configured to generate a drag forceas air is allowed to flow through the apertures 610 defined in thecontrol surface 125. In this instance, instead of acting as a flapdevice, the deployed control surface 125 will act as a speed brakeimparting a significant drag force on the airfoil 120 as it is deployed.In this case, the elongate hose 114 (operably engaged with the airfoildevice 120 via the roller bearing device 130) may be pulled taut by thedrag force imparted by the drag forces produced by the deployed controlsurface 125. Both increased lift (shown in FIG. 4) and increased drag(shown in FIG. 6) add substantial external forces to the elongate hose114 so as to prevent the elongate hose 114 from dangerously oscillatingwith respect to the tanker aircraft 110 at, for instance, a resonancefrequency. One skilled in the art will appreciate that the addition ofadditional forces (either lifting force or drag forces) will act tosubstantially de-tune the elongate hose 114 from oscillating at aresonance frequency and may act to dampen any oscillation experienced bythe elongate hose 114 during the deployment of the elongate hose 114 anddrogue 118 attached thereto during an in-flight refueling operation.

As shown in FIG. 3, the damping device 150 may be configured to becapable of advancing from the drogue 118 and buffer spring 117 locatedat the second end of the elongate hose 114 toward the first end (carriedby the tanker aircraft 110 (see FIG. 1)) of the elongate hose 114 inresponse to a change in disposition (such as an upward motion) of thesecond end 114. In addition, as described above, the control surface 125of the damping device 150 may be further configured to be deployed asthe damping device 150 advances toward the first end of the elongatehose 114. As such, the deployed damping device 150 may thereby beconfigured to substantially reverse the change in disposition of thesecond end of the elongate hose 114 by exerting a lifting force(according to the embodiment shown in FIGS. 4 and 5) or a drag force(according to the embodiment shown in FIG. 6). In the embodiment shownin FIG. 3, the damping device 150 may be positioned initially adjacentto the buffer spring 117 (as shown in FIGS. 1 and 2) until such time asthe drogue 118 (and attached second end of the elongate hose 114) maymove in an upward direction (as shown in FIG. 3) in response to anexternal force or an oscillation in the elongate hose 114. As both thesecond end and the drogue 118 rise as part of the oscillation, thedamping device 150 may advance along the elongate hose 114 by the forceof gravity. In some embodiments, as described above, the damping device150 may comprise a roller bearing device 130 comprising a plurality ofroller bearings 135 a, 135 b configured to roll along the surface of theelongate hose 114. In addition, according to some embodiments, thedamping device 150 may comprise an airfoil device 120 having a nose 121that may be weighted so as to urge the forward advance of the dampingdevice 150 in response to a rise in the second end of the elongate hose114. In addition, according to the embodiment described and shown inFIG. 3, the damping device 150 may be configured to remain in placeadjacent to the buffer spring 117 so long as the second end of theelongate hose 114 does not rise to a position above the forward portionsof the elongate hose 114 (due to, for instance, an oscillation or otherchange in disposition of the elongate hose 114). Thus, the dampingdevice 150, according to advantageous embodiments of the presentinvention, may be a substantially passive device configured only toadvance and/or extend a control surface 125 in response to an upwardchange in disposition of the elongate hose 114.

FIGS. 5 and 6 show a front view of the damping device 150 according toone embodiment of the present invention wherein the control surface 125is outwardly deployed with respect to the airfoil device 120 (and theelongate hose 114). As shown, the airfoil device 120 (and the nose 121of the airfoil device 120) may be configured to be substantially equalin lateral width to the cross section of the elongate hose 114. In suchembodiments, the damping device 150 may be compact and light in weightand may be capable of being stowed within the tunnel 111 defined in thetanker aircraft 110 (and/or a refueling pod carried thereby) along withthe buffer spring 117 and drogue 118. However, in some embodiments, theairfoil may be widened so as to provide a more wing-like front profileso as to be configured to be capable of providing a larger lift and/ordrag force as the control surface 125 is outwardly deployed with respectto the elongate hose 114.

In addition, the materials of the components of the damping device 150provided according to the various embodiments of the present inventionmay be varied in response to the needs of a particular embodiment. Forinstance, in some embodiments (wherein, for instance, the take-upmechanism (or roller drum) of the tanker aircraft 110 is used to roll upthe elongate hose 114), it may be advantageous to reduce the weight ofthe damping device 150 such that the damping device 150 does notsubstantially increase the load carried by the elongate hose 114 take-upmechanism (such as a roller drum). Thus, the larger structuralcomponents of the damping device 150, such as, for instance, the airfoildevice 120 and the straps 131 defining the frame of the roller bearingdevice 130 may be composed of lightweight metallic materials, such asaluminum or aluminum alloys. In addition, these components may becomposed of carbon fiber composite materials, molded polymers, or othermaterials suitable for withstanding the aerodynamic forces that areexerted on the damping device 150 as it is operably engaged with theelongate hose 114 trailing behind a tanker aircraft 110 at speeds ofbetween about 150 and 400 knots. In addition, the connectors and smallerhardware of the damping device 400 such as, for instance, the deploymenthinge 122, the control arms 132, 134, the deployment pin 126, rollerbearings 135 a, 135 b, and the gearing devices 137 may also be composedof metallic materials, metallic alloys, polymers, carbon compositematerials, or other materials suitable for performing in the high-speedand often turbulent airflow environment experienced by the dampingdevice 150. It may be advantageous, in some embodiments, to form someconnectors used in the damping device 150 (such as the deployment hingeand pin 122, 126, roller bearings 135 a, 135 b, and control arms 132,134) out of lightweight low-friction materials, such as, for instancePTFE polymers, so as to avoid the need to lubricate these components toensure that they will operate as described above.

Referring again to FIGS. 1 and 2, a method for facilitating thestabilization of an elongate hose 114 having a first end carried by atanker aircraft 110 and an opposing second end (operably engaged with adrogue 118) configured to extend from the tanker aircraft 110 isdescribed. The method comprises the steps of advancing a damping device150 along the elongate hose 150 in response to a change in disposition(such as an upward motion as shown in FIG. 3) of the elongate hose 114and deploying the damping device 150 upon advancing along the elongatehose 114 so as to substantially reverse the change in disposition of theelongate hose 114 (and/or dampen an oscillation of the elongate hose114). According to some embodiments, the advancing step may furthercomprise advancing the damping device 150 from the second end of theelongate hose 114 (nearest the drogue 118) toward the first end of theelongate hose 114 (nearest the tanker aircraft 110) in response to achange in disposition of the second end of the elongate hose 114.Furthermore, the deploying step may further comprise deploying thedamping device 150 upon advancing toward the first end of the elongatehose 114 so as to substantially reverse the change in disposition (suchas an upward motion) of the second end of the elongate hose 114.

Also, according to some embodiments, the deploying step of the method ofthe present invention may further comprise outwardly extending thedamping device 150 with respect to the elongate hose 114 as the dampingdevice 150 advances along the elongate hose 114. More particularly, andas described above with respect to the in-flight refueling system anddamping device 150 of the present invention, the deploying step mayfurther comprise outwardly extending a control surface 125 of an airfoil120 carried by a roller bearing device 130 configured to substantiallysurround the elongate hose 114 and advance along the elongate hose 114in response to an upward motion in the second end of the elongate hose114. Furthermore, according to some embodiments, the deploying step ofthe method of the present invention may further comprise exerting alifting force (via the outward extension of the control surface 125) onthe elongate hose 114 and/or exerting a drag force (via the outwardextension of a “speed brake” embodiment (see FIG. 6) of the controlsurface 125) on the elongate hose 114. Furthermore, the method of thepresent invention may also comprise the step of synchronizing theadvancing and deploying steps such that the damping device 150 (or thecontrol surface 125) is deployed in a linear relationship to the advanceof the damping device 150 (or more particularly, the roller bearingdevice 130) along the elongate hose 114. As described in more detailabove, the synchronizing step may be achieved by operably engaging theplurality of roller bearings 135 a, 135 b with at least one gearingdevice 137 that may be configured to extend the control arms 132, 134 ofthe damping device 150 as the roller bearing device 130 advances alongthe elongate hose 130. Thus, the control arms 132, 134 (being attachedvia a deploying pin 126 to the control surface 125) may be configured tooutwardly extend the control surface 125 with respect to the elongatehose 114 in a linear relationship to the advance of the damping device150 along the elongate hose 114.

Many modifications and other embodiments of the invention will come tomind to one skilled in the art to which this invention pertains havingthe benefit of the teachings presented in the foregoing descriptions andthe associated drawings. Therefore, it is to be understood that theinvention is not to be limited to the specific embodiments disclosed andthat modifications and other embodiments are intended to be includedwithin the scope of the appended claims. Although specific terms areemployed herein, they are used in a generic and descriptive sense onlyand not for purposes of limitation.

1. An in-flight refueling system comprising: a tanker aircraft; anelongate hose having a first end carried by the tanker aircraft and anopposing second end configured to extend from the tanker aircraft; and adamping device operably engaged with the elongate hose and configured tobe capable of advancing along the elongate hose in response to a changein disposition of the elongate hose, the damping device being furtherconfigured to be deployed upon advancing along the elongate hose, thedeployed damping device thereby being configured to substantiallyreverse the change in disposition of the elongate hose.
 2. An in-flightrefueling system according to claim 1, wherein the damping device isfurther configured to be capable of advancing from the second end towardthe first end of the elongate hose in response to a change indisposition of the second end, the damping device being furtherconfigured to be deployed upon advancing toward the first end, thedeployed damping device thereby being configured to substantiallyreverse the change in disposition of the second end.
 3. An in-flightrefueling system according to claim 1, wherein the deployed dampingdevice is further configured to exert a lifting force on the elongatehose.
 4. An in-flight refueling system according to claim 1, wherein thedeployed damping device is further configured to exert a drag force onthe elongate hose.
 5. An in-flight refueling system according to claim1, wherein the damping device comprises: a roller bearing deviceoperably engaged with the elongate hose and configured to be capable ofadvancing along the elongate hose in response to a change in dispositionof the elongate hose; and an airfoil device operably engaged with theroller bearing device and configured to outwardly extend with respect tothe elongate hose as the roller bearing device advances along theelongate hose.
 6. An in-flight refueling system according to claim 5,wherein the roller bearing is further configured to be capable ofadvancing from the second end toward the first end of the elongate hosein response to a change in disposition of the second end and wherein theairfoil device is further configured to outwardly extend with respect tothe elongate hose as the roller bearing device advances toward the firstend.
 7. An in-flight refueling system according to claim 5, wherein thedamping device further comprises a gearing device disposed between theroller bearing device and the airfoil device configured to outwardlyextend the airfoil device with respect to the elongate hose as theroller bearing device advances along the elongate hose.
 8. An in-flightrefueling system according to claim 5, wherein the airfoil devicedefines a plurality of apertures such that the airfoil device is furtherconfigured to produce a drag force as the airfoil device is outwardlyextended with respect to the elongate hose.
 9. An in-flight refuelingsystem adapted to be carried by a tanker aircraft, comprising: anelongate hose having a first end carried by the tanker aircraft and anopposing second end configured to extend from the tanker aircraft; and adamping device operably engaged with the elongate hose and configured tobe capable of advancing along the elongate hose in response to a changein disposition of the elongate hose, the damping device being furtherconfigured to be deployed upon advancing along the elongate hose, thedeployed damping device thereby being configured to substantiallyreverse the change in disposition of the elongate hose.
 10. An in-flightrefueling system according to claim 9 wherein the damping device isfurther configured to be capable of advancing from the second end towardthe first end of the elongate hose in response to a change indisposition of the second end, the damping device being furtherconfigured to be deployed upon advancing toward the first end, thedeployed damping device thereby being configured to substantiallyreverse the change in disposition of the second end.
 11. An in-flightrefueling system according to claim 9, wherein the deployed dampingdevice is further configured to exert a lifting force on the elongatehose.
 12. An in-flight refueling system according to claim 9, whereinthe deployed damping device is further configured to exert a drag forceon the elongate hose.
 13. An in-flight refueling system according toclaim 9, wherein the damping device comprises: a roller bearing deviceoperably engaged with the elongate hose and configured to be capable ofadvancing along the elongate hose in response to a change in dispositionof the elongate hose; and an airfoil device operably engaged with theroller bearing device and configured to be outwardly extended withrespect to the elongate hose as the roller bearing device advances alongthe elongate hose.
 14. An in-flight refueling system according to claim13, wherein the roller bearing is further configured to be capable ofadvancing from the second end toward the first end of the elongate hosein response to a change in disposition of the second end and wherein theairfoil device is further configured to outwardly extend with respect tothe elongate hose as the roller bearing device advances toward the firstend.
 15. An in-flight refueling system according to claim 13, whereinthe damping device further comprises a gearing device disposed betweenthe roller bearing device and the airfoil device configured to outwardlyextend the airfoil device with respect to the elongate hose as theroller bearing device advances along the elongate hose.
 16. An in-flightrefueling system according to claim 13, wherein the airfoil devicedefines a plurality of apertures such that the airfoil device is furtherconfigured to produce a drag force as the airfoil device is outwardlyextended with respect to the elongate hose.
 17. A damping devicecomprising: a roller bearing device adapted to be capable of beingoperably engaged with an elongate hose having a first end carried by atanker aircraft and an opposing second end configured to extend from thetanker aircraft, the roller bearing device being configured to becapable of advancing along the elongate hose in response to a change indisposition of the elongate hose; and an airfoil device operably engagedwith the roller bearing device and configured to be outwardly extendedwith respect to the elongate hose as the roller bearing device advancesalong the elongate hose, the outwardly extended airfoil device therebybeing configured to substantially reverse the change in disposition ofthe elongate hose.
 18. A damping device according to claim 17, whereinthe roller bearing device is further configured to be capable ofadvancing from the second end toward the first end of the elongate hosein response to a change in disposition of the second end and wherein theairfoil device is further configured to be outwardly extended withrespect to the elongate hose as the roller bearing device advancestoward the first end, the outwardly extended airfoil device therebybeing configured to substantially reverse the change in disposition ofthe second end.
 19. A damping device according to claim 17, wherein theoutwardly extended airfoil device is further configured to exert alifting force on the elongate hose.
 20. A damping device according toclaim 17, wherein the outwardly extended airfoil device is furtherconfigured to exert a drag force on the elongate hose.
 21. A dampingdevice according to claim 17, further comprising a gearing devicedisposed between the roller bearing device and the airfoil deviceconfigured to outwardly extend the airfoil device with respect to theelongate hose as the roller bearing device advances along the elongatehose.
 22. A damping device according to claim 17, wherein the airfoildevice defines a plurality of apertures such that the airfoil device isfurther configured to produce a drag force as the airfoil device isoutwardly extended with respect to the elongate hose.
 23. A method forfacilitating the stabilization of an elongate hose having a first endcarried by a tanker aircraft and an opposing second end configured toextend from the tanker aircraft, the method comprising: advancing adamping device along the elongate hose in response to a change indisposition of the elongate hose; and deploying the damping device uponadvancing along the elongate hose so as to substantially reverse thechange in disposition of the elongate hose.
 24. A method of according toclaim 23, wherein the advancing step further comprises advancing thedamping device from the second end toward the first end of the elongatehose in response to a change in disposition of the second end; andwherein the deploying step further comprises deploying the dampingdevice upon advancing toward the first end so as to substantiallyreverse the change in disposition of the second end.
 25. A methodaccording to claim 23, wherein the deploying step further comprisesexerting a lifting force on the elongate hose.
 26. A method according toclaim 23, wherein the deploying step further comprises exerting a dragforce on the elongate hose.
 27. A method according to claim 23, whereinthe deploying step further comprises outwardly extending the dampingdevice with respect to the elongate hose as the damping device advancesalong the elongate hose.
 28. A method according to claim 23, furthercomprising synchronizing the advancing and deploying steps such that thedamping device is deployed in a linear relationship to the advance ofthe damping device along the elongate hose.